Control of apparatus governing the passage of cars or vehicles along a railway.



ARS 0R, VEHICLES 3 SHEETS-SHEET 1.

PATENTBD MAY l., 96@

M. VAN A. VAN-WYOK.

ALONG A RAILWAY. n APPLICATION FILED OUT. 26, l905 CONTROL 0F APPARATUS GOVERNING THE RASSAGE 0F C Nb. 819,326. Y -PATNNTNN MAY 1, 1906.

Ni. VAN A. VAN WNGK. CONTROL 0N APPARATUS GOVENNING TNB PASSAGE 0N GARS 0A VEHICLES ALONG A RAILWAY.

P A ET .2 A PLIOATlOY FIL .1 00T 6, 1905 3 SHEETS SHBBT 2.

d No QN- N f www @gli f L\' x 3o i,

No. 819,326. PATLNTLL MAY 1, 190A..

l NL VAN A. VAN VVVON. CONTROL ON APPARATUS OOVLANLNO NHL PASSAGE ON OAAS ON VLHLOLLS ALONG A NAILVVAV.

APPLLOATION FILED OCT. zo. 1 O5` 9 s SHEETS-SHEET a.

MATTHIAS VAN AScH VAN wrcK, or NEW YORK, ASSTGNiiTo THE UNioN SWITCH AND SIGNAL COMPANY, or sa SSV SYLVANIA, A ooRPoif/'ATIGN or PENNSYLVANIA.'A 1 CONTROL oF APPARATUS rame mi PASSAGE 0F CARS 0R VEHICLESALONGAARAILWAVH- To all whom, it muy concern:

3 Netherlandsgesiding in the borough of Manhattan, city, county, and State of New York,

,have invented certain new and useful Improvements in the Control of Apparatus Governin the Passage of Cars 01 Vehicles Along a Rai way, of which the following is a specification.

- My invention relates to the control of apparatus governing the passage of cars or vehicles along a railway.

My invention more particularly relates to the control of that form of apparatus generally known in the art as"trainstops. This apparatus is preferably automatic in its operation and comprises a trip which has at least two positions, one of which I'will herein term its operative position and the other of which I will herein term its inoperative position, a suitable form ofmotor for moving the trip from its operative to its inoperative position, and suitable means for controlling the supply of motive power to the motor. The trip is preferably moved to its operative position by gravity when power or energy employed to hold it in its operative positionis out 0H from the train-stop, though, if desired, suitable means may be employed for this purpose. ply of power to 4the motor of the apparatus is generally through an electrically-operated device, and .-in this invention it is intended thatwhen a circuit on a device is closed power will be supplied to move and hold the trip thereof in'its inoperative position, and when the same circuit is opened such power will be cut Ofl and the trip will move or be moved to its operative position.

'I have not herein illustrated any Speciiic form of train-stop, as my invention relates moreparticularly to the control of such apparatus, and thereore any .fqru of such apparatus comprising .the Parts hereinbefore employed may used. A function of the apparatus is to automatically set the brakes.

y of a car or train or shut off the motor-power from the car or train motors, or both, Should a oar or train proceed pasta danger-point without authority. This is generally accomplished by having the trip engage and operate an arm or arms carried by the car or Specification of Letters Patent. Application mee october 2e, 1905., stanno. 284,584,

' power system.

tion of the circuits of Fig. l.

The cutting 0H of the -supkthe entrance ends of the laloeli'.l

train, which .arm opera l, appa' i tus; provided in the-brakingAor-,poweri Systme-@fthe train or otherwise affects such I hara-ile' any such arrangement on there are many and are wel ind'ers'tood inthe art, ,i f5 .m

l will now proceed o des@ 1..".f srsternof control for such apparatus einbodyinr, :my invention and willr poinjtout tliegnovjeffeatures thereof in claims. g

In the accompanyingfd-ravvingjs,1 Figure l a diagrammatical viewof a portion Qi a railway,

-railway signals locatedf .at ;pjointsalonggf-the railway, a train-stop located 2- a y1 each; signalpoint, and a portion of l,an,arrangement of circuits embodying my invention for-controlling the operation of the'traifn-stops FigAQ-isa view similar to Fig. 1but1illi1trating a-different condition4 of some of the circuits Vdue to the presence of a train. 2 Fig .f;3.-iS1a-Niew Similar to Fig. l, but I.illiistratirig' a-,modiiica similar to Fig. 3, but'illustratingfiadifferent condition of some oftheircuits due-tothe presence of a train.- Fig. awi'ew similar to Fig. 1,but illustrating' till'another,mod'` cation of the circuits of Eig?. Eigi'sa'view similar to Fig.; 5, butill. ating :ai different condition of some oflthegeir its' li-teit, the presence of a train. am 4, A

Similar characters :of,` ,sfere vce :designate correspon'dingparts all--offifiie'iignresi f A designates-a portioriiiiailway'fa. ch

vhave shown one of that-vio trafiiciorirunning rails divided by insulation'i.1a ifto;.formthe block-section, though, tif desired; both fofthe traflio or running rails nf yf'b odi'videdii-'z-:I have illustrated threeiblook SeQDI'IS; 9 n), and 4 end portions of twohther "Land, sAt ctions.; i' l'og cate, preferably, an autori-iaticirailxiiaysignal of any approved. semaphorei ,ypeg .,'ita designate Such railwaly-r'gnals; *.Asfslrown', each railway-signal isf-provided? Witli'two semaphores, one, e, beingaxhomezfsignal .and the other, s', being avdistantsig'fnal; v-T his 'are rangement of the semaphores is.,we 12H g ein the art and need not-bei d'escrilned y y sired, only one semaphore4 izy. ,bcp ,at the entrance end of each block-section.u l

'ically controlled by the passage of a train prefer to have the railway-signalsn automatalong the railway, and therefore any of the well-known railway-signaling systems employing track-circuits may be employed.

ese are so well known that I have not deemed it necessary to illustrate or describe any of them. The semaphores are also illustrated as being normally in their clear position of indication.

T T T2, &c., designate train-stops, which are only diagrammatically illustrated. As hereinbefore stated, each comprises a trip orv tri ping-arm, a motor operatively connecte with the trip, and a device to control the supply of motive power to the motor. A form of trip which may conveniently be used is illustrated in Fig. 19 of United States Patent No. 769,058, issued August 30, 1904, to J. P. Coleman, E being the motor connected with the trip, and C2 the device to control the supply of motive power to the motor. In the drawings, t t t2, &c., designate the trip or trip-arm.

The home semaphore s of each railwaysignal is arranged to alternately operate two circuit-controllers C and C, 'both of which are embodied in the system of control for the train-stops. They may be of any desired type and construction, and one, C, is closed when the home semaphore s moves to its danger position of indication, and the other, C', is opened by the same movement of the semaphore, and vice Versa when the home semaphore s is moved to its clear position of indication.

B B designate line-wires, one a feeder and the other a return, constituting a art of a circuit Which also includes a suitab e source of current. (Not shown.) These line-wires extend along the line of railway and supply current to the different devices and. circuits comprised in the control system.

In this form of my invention the trips or trip-armati t2, &c., usually stand in their o erative positionthat is, in such position t at they will engage and operate an arm or arms carried by the cars or trains to set the brakes or cut off the motive power or perform both functions. This may be said to be their usual position. Thisis an advantage, in that no matter what disarrangement occurs in the signaling system which might cause a false indication of a signal or signals or in the system of control for the train-stops all trips will be in their o erative position. As a train proceeds along t ie railway it successively, should traffic conditions warrant it, which trafic conditions are usually indicated by the positions of the semaphores, causes each trip in advance of it to bemoved to its inoperative position, and when the rear of a train has passed a train-stop the-trip thereof returns to its danger position, as will be hereinafter described. l

Referring now particularly to Figs. 1 and 2, R R R2, etc.; designate relays, one relay being provided for each train-stop. Each relay is included in what I herein term a main circuit and a supplemental circuit. Each relay is provided with an armature which when attracted abuts against what is generally termed two front contacts. This construction of a relay is well understood in the art, the two contacts being in separate circuits, which are electrically independent of one another. In the drawings I have dia- Grammatically illustrated this arrangement for each relay by two armatures r 1" and two contactoints. @ne of these contact-points is inclu ed in a circuit for the train-stop, while the other is included in vthe supplemental relay-circuit, which supplemental relay-circuit when current is Howing in it keeps the relay energized to hold the train-stop circuit closed.

Fig. 1 illustrates the usual condition of the circuits, railwaysi nals, (normally'clean) and the train-stops, t e trip-arms of which are in their operativeposition. The railwaysignal S controls the-entry of and passage of cars or trains alon the block-section 2, the railway-signal S, t e block-section 3, and so on. Train-stop T guards block-section 2; T, block-section 3, and so on. The main circuit for the relay for any one train-stop includes the open-circuit controller on the railway-signal in the rear of the stop and the closed-circuit breaker on the railway-signal provided for the block-section which the train-stop guards. Each such. circuit may be traced as follows: Starting from the linewire B, it is wire 7, open-circuit controller C, wire 8, closed-circuit controller C', wires 9 10, relay R Rf', &c., and wire 12 to line-wire B. The circuit for any one train-stop may be traced as follows: Starting from. line-wire B it is wire 7, open-circuit controller C, wires 8, 13, and 14, armature of rel-ay r', wire 15, and train-stop to ground or line-wire B. The supplemental circuit for any one relay may be traced as follows: Starting from line-wire B it is wire 7, open-circuit controller C, Wires 8 13 16, armature r of relays R R, &c.,`wires 17 10, relay R R, &c., and wire 12 to linewire B. It will be seen that all circuits connected with any train stop or stops are open at one 0r more points, (except the track-circuits,) and hence as the circuits on the trainstops are open the trip-arms thereof will be in their operative position. As soon as a car or train enters a block-section (and I wish it understood that wherever I use the words car or train I mean a vehicle of any de- -scription traveling along the railway either as a unit or a train of two or more unit-s) the trackrelay for that section will be short-circuited and by dropping its armature will open the circuit or circuits holding the semaphores in their clear position of indication and permitv IOO IIO

IIS

4rc will close the train-stop circuit to have they motor thereof move the'tripto itsinopera f tive position,l and also" the supplemental relaycircuit. Thus .it Will be 4seen that the closing ofthe main relay-circuit at one pointl Will v15 M4cause current to flow in the main relay-cir cuit andiri the supplemental relay-circuit. The opening of theclosed-circuit breaker VC prevents 'a succeeding train from closing the relay-,circuit'ofthe next train-sto .12o intherear cf the train-stop just-operate thus insuring that la trip Will be in its operative position-tov guard the rear of aI train.

Thiswill be clearfrom anexamination of Fig..-2. A train T10 is shown as being corniz"5 pletely in block-section 3 and the train-stop T set to itsoperative position.` As soon as the first pair of Wheels and their axle of the Y car..,ortrainentered block-section?) theyactyedas a short circuit on the relay` of block-section 3, which being -denergiz'ed dropped its armature andopened the local circuits of the `railway-signal S. and. permitted the semaphores s s to moveto their danger position. n doing this-the open-circuit breaker C of 525 this-'railWay-signal lwas closed to complete.

kthe main circuit on relay R2, as shown, causing itto pick up itsarmature and close its'suppiemental' circuit and the main circuit ofthe train-stop T2, thus having it move its" arm. t2 4o to its inoperative position- Cf course if a ca-r or train is in block-section 4 the main circuit on-the relay R2 would be open at C on railway-signalS2, and sthus the train-stop T2 Would not be operated. The function of the supplemental 'relaycircuit will noW be ex-l plained. ssume the1 trainflf10 to be at the end of block-section -3 andabout toI enter block-section- 4;. so long'as any part :of itre` mains iiiblockfsection 3 the semaphore s of railWaysignalS will be in its danger position, and ,thus ythe main circuitl of relay R2 will be 55 railvay-signal Si are opened, thus allowing Y itsV semaphoress.sqtomove to their danger position. ,e The-semaphore s in moving to dan-- ger" closes the open main relay-circuit of re- Cl at that point, thus opening themain circuit layRa` and opens the closed circuit-controller` onpre'lay R2, and Were'this the only circuit, the-y relay Wouldopen the circuit of its train-stop,

and thus permit of the trip ti moving to its` operative position beforeall of train Tl0 has 6'5 passed it`- Tlie supplemental circuit consistclosed: As soon as the lastV pair 'of Wheels 4,signal S Will be operated to move itslo `e I thesu plemental circuit for therelayR lcontro led fromv railway-signal S insteadz vplen'lental-circuit for a relay R2, for eXln-pl closed. throughC. at thatv point. As soon, however, as the first pair ofwheels and their l Y axle enter block-section 4 the local circuitsof' ture 1', wires 17, 10, relay R2, and Wire`-1;2l tol isthe same as the supplemental relaycircuit its ing of line B, Wire ofcircuit-clos'er C, Wires 8 13 16, armature r, Wires `-17 10 and 1 2' v and line B', will keep current on therelayLI; and thus have it keep the circuit ofthe train-stpp 7o and axle moves out of block-section 3 railvvjaysemaphore to its safety position, and t us open circuivcOntrollerC and .the :mai "nd supplemental relay-circuits, 4 Y if 75 Of course in'what 's known as an Q'ver';n lap signal system the home semaphoreoija railway-signal may be made to remain in its danger lposition until after 4the 'trains-:has passed outof the block-section next inia'lfe 8o vance ofA the block-section which it controlsf.' Forexample, (see Fig. 2,) the home semafphore s of railway-signal S, which ordinarily yonly remains in `its danger position so longl as a train is in block-section 2, may be held in its 8 5 danger position until the' train T10 had com-A v pletely passed out ofblock-section 3. This 1s Well understood and need not be explained. In such event the trip t of train-stop T Will be held in its inoperative position until after the train T10 has completely passed out of` blocksection 3'. Y

"Referring now to.` Figs.v 3' and 4, I lhave' show-n a slightly different arrangement of the l' supplemental relayecircuits and the train 9-5:v stop circuit. In Figs. 3 and 4-the railway-gsignals, are included in What is known as overlap signal .system-that is, .a home 'semaphor'es of any railway-signal not only. controls for it the `block-section for whichv it is provided,but also-controls for the next succeedin'g block-section. For example, in Fig. 4 the home semaphore s of, railway-signal S vcontrols" not only'block-sectionl 2, 'butlalso l block-section '3.,y The arrangement of they main relay-circuit is the same asin Figs'.i ,1p and 2, but the supplemental circuitfor fan ff relay is controlled by thehome vsemaphcr on a preceding railway-signal. For exampi from railway-signal S', asin Figs.` 1 'and-12;, a i is also the train-stop circuit. `This necess tates the use of an additional Wire. The-sup may be traced as follows: From lineB'it Wire 7 circuit-controller C on 'the second-rai Way-signal in its rear, Wires 8 20 1-3 16, arm

line B Thus it will be seen that this'circuit" l in Figs. land 2, With the addition ofthe vvire 20 and the closing of the circuit at'aA point different from the' closing of the main relay. circuit; The train-stop circuit; for ra""tra'in-i.

stop -forexample, train-stop TF1-may bev f tracedas follows: From line Bit is'ivirei?, circuit-controller C on the secondlrailvva'y-signal invits rear,` Wires 8 20 13 14,' armature'r of relay R2, Wire 1.5, train-stop T2 to ground or 130 rop moving to danger line B. It will be seen that in 3 all circuits connected with any train stop or stops are open at one or more points, and as the train-stop circuits are open the trips thereof will be in their operative position. Assume now that a train Tl", Fig. 4, has passed out of block-section 2 and is passing along blocksection 3. As soon as the train entered blocksection 3 the semaphores s s ot railway-signal moved to their danger position. The home semaphore of 'this railway-signal in closed its circuit, opened circuit-breaker C, and thus closed the main relay-circuit of relay R2. As soon as this circuit was closed it picked up its armature and closed its suppleniental circuit and the main circuit on train-stop T2, the current being furnished these circuits through the closed circuit-breaker C on railway-signal S, which remains at danger so long as the train T 10isin block-section 3, thev signaling system in these figures being, as hereinbefore stated, opera-ted on the overlap principle. As soon as the train T1 entered block-section 3 it opened the main circuit on the relay R; but the supplemental circuit thereof remains closed by reason of the home signal on railway-signal for the block-section in the rear of block-section l remaining at dangery As soon, however, as the train completely passed out of block-section 2 the home signal for the blocksection in the rear ot block-section 1 moved to its clear position, and` in doing so opened its circuit-controller C, thus opening the sup-- plemental relay-circuit of relay R', (the only circuit remaining closed.) and thus opened the main circuit on train-stop T, permitting its trip to move to its operative position.

In Figs. 5 and 6 I have shown the same arrangement of circuits as in Figs. 1 and 2, with the exception that the wire T, which in this form, as in Figs. 1 and 2, forms part of the main and supplemental relay-circuits and the main train-stop circuit, is carried through what is known in the art as the back contact of a track-relay. TR TR TR2, &c., designate such relays. This being so, as soon as a train moves out of a block-section and the relay thereof picks up or attracts its armature to its t'ront contact all circuits of a relay and its associated train-stop controlled from that contact are opened, and the trainstop immediately allows its trip to move to its operative position. Thus 1t will bc seen that no matter what system of control may beemployed for the railway-signals a trainsto'p or train-stops may be made to move their trips to operative position immediately behind a train. While it is true that in Figs. l and 2 a train-stop moves its trip to its operative position after a train moves out of a block-section, this would not be the case were the railway-signals ot' Figs. 1 and 2 controlled in an overlap system, as has been pointed out. In other words, the controlmg its trips to its lpair of open and closed circuits for the train-stops (illustrated in Figs. l and 2) may be used with sim le home and distant signaling systems, in w lich case a train-stop moves its trip to an operative position so soon as a train moves out ot a block-section. This is true also ot the circuits illustrated in Figs. 3, 4, 5, and 6. If, however, the railway-signals of Figs. l and 2 are controlled by an overlap system of signaling, then a train-sto does not move its tri to its operative position until the train has completely entered the next or a succeeding block-section. Figs. 3 and 4 illustrate an arrangement of control-circuits for train stop which will permit of a train stop or stops moving its trips to its operative position as' soon as a train moves out of a blocksection, which may advantageously be used with overlap systems of control for railwaysignals. Figs. 5 and 6 illustrate an-arran re ment of control-circuits for train-stops which will permit ot a train stop or stops movoperative position as soon as a tram moves out of a' block-section, which can be used with an oiv the known signaling systems using trac .-circuits, it being immaterial whether there are one or a plural- Aity of semaphores on each railway-signal.

It will be understood, of course, that in the application of my invention to existing signa ing systems many of the wires or conductors and apparatus used in such system-s may be used in common with the wires or conductors and apparatus involved in my invention. i

It desired, instead of open and closed circuit breakers operated by a home semaphore of a railway-signal a relav cont-rolled from a track-circuit may bev su stituted for each circuit controllers. The armature of the relay when against its front contact will take the place ofthe closedcircuit controller, and the armature when against the back Contact will take the place of the open-circuit controller.v The same alternate operation in the relay will` be had when it is denergized and energized, due to a. train entering a block-section and leaving a block-section, as in the case of the closed and open circuit controllers when operated by a home semaphore in moving from one of its two positions to its other, due to a train entering block-section and leaving a blocksection.

It will be seen, therefore, that my invention in its broad est. aspect comprises a trainstop the trip of which is usually in its operative position and means affected by a train for first causing the train-stop to move its trip to its in perative position and afterward or at a later period of time to again have the train-stop .move its trip to its operative position. ln the preferred arrangement and viewed in its broadest as ect I provide a circuit tor the train-stop w lich is usually open block-sections.

and close this circuit by means which are affected b atrain. This is true, of course, only when t e railway-signals give indications that the train may proceed along the several The means for opening and closing the circuit may be la track-relay or ya railway-signal acting upon a relay (R R',

ed by atrain tohave the train-stop move its trip to its inoperative position and opened by the same means simultaneously or one by the said same means at one period, the other at a later period by thesame or diiferent means,"

vwhich latter means arealso affected by a or the same train. ,f

- What I claim as my invention, and desire to secure by Letters Patent, is n 1. In combination with a train-stop the -trip of which is usually in its operative position, an open circuit for said trip, and means "affected by a train for closing said circuit to have the train-'stop move its trip to its inoperative position.

v 2. In combination with railway-signals the semaphores of which are usually in their clear osition of indication, a train-stop the trip o which is usually in its operative position adjacent each .railway-signal, an open i circuit for each train-stop, and means affected by a train for closing said circuits to have the train-stop move its trip to its inoperative position 3. In combination With railway-signals, a

ltrain-sto .adjacent such railway-signal-thetrip of'sw ich is usually inits operative -position, and an open circuit for each train-stop,

said circuit being arranged to be closed when a railway-si nal gives a danger indication.

. 4. In com mation with block-sections of a railway, a train-stop for each block-section the trip of which'is usually in its operative position, an o en circuit for each train-stop,

and means a ected by a train for closing an open circuit on a train-stop of a block-.sec- `tion before it reaches the block-section and f for 0 ening the circuit which it previously close after passing the train-stop to have the trip thereof again move to its operative position.

5. In combination .with a block-section of 'a railway, a train-stop for said block-'section the trip of which'is usually in'its operative position, train-controlled means for automatically causing the train-stopfto to its inoperative position as agtrainap.- preaches the block-section and for vcausing the train-stop to reset its trip in itsioperative y,

`position after the trainhasicom letelygentered the block-section or passed ey'ondathe block-section. ,g

6. In combinationl'witha block-sectionffof a railway, a train-stopr for.v said `blockesection the trip of which visusuallyfinitjsfoperative position, an open circuit f orjsaid ,train-st device for closing and opieningffsai ru'it, and means aifected byiaj traimtoQperateIsaii' 'device to have it-closesaid dpengteigrcuit and? again aHected by the same train for to have said device again open said circuit after it has passed the train-stop.

7 In combination with a block-section of a railway, a train-stop for said block-section, the trip of which is usually in its operative position, an o en circuitA for said train-stop which when c osed causes the train-stop to move its trip to its inoperative position, a relay for closing and opening said circuit, and means affectedby a trainL in one block-section to have said relay close the circuit of the train-stop, and again aected by the same train inl another block-section to have said relay again open the circuit.

8. In combination with a block-'section of a railway, a train-stop therefor the trip of which-is usually in its operative position, an i open circuit for said relay, and means affected by a train approaching said block-section to close said circuit to have the train-stop move its trip to its inoperative position, 'and again affected by the same train after it has' passed the train-stop to again open said circuit.

9. In combination withl a block-section of a railway, a train-stop therefor, the trip of which is usually in its operative position, an open main circuit for said train-stop, a relay for opening and closing said main trainstop circuit, a main and supplementalcircuit,bot open, for said relay, and means affected by a train for closing said main and supplemental relay-circuits, and at a later time for again opening said circuits either simultaneously or at different periods of time.

1'0.' In combination with a block-section of a railway, a train-stop therefor the trip of which is usually in its operative position, an open circuit for said train-stop which when closed causes the train-stop to move its trip to its ino erative position, a relay for opening and cljosing said circuit, a main and supplemental'circuit, both open, for said relay, means controlled by a train for closing said main and supplemental circuit, and at another time for opening one of said circuits, and other. means controlled by the same train for opening said other circuit of the relay.

11. The combination with a train-stop the trip of which is usually in its'operative position, an open circuit for said trip, and means comprising a circuit-controller 4usually open and affected by a train to close said circuit to have the train-stop move its trip to its inop- 5 era-tive position.

12. In combination With a series of sections of a railway, a series of train-stops the trips of which are usually in their operative posi tion, and means comprising track-circuits IC actuated by an approaching train for successively causing the'trips to be moved to their' inoperative position.

. 13. In combination with a series of sections of a railway, railway-signals for controll5 ling the passage of c-ars or trains along the sections, a series of train-stops the trips of which are usually in their operative position,

and means comprising track-circuits actuated by an approaching train, when the signals permit of the passage of the train, for succes 2o sively causing the trips to be moved to their inoperative position.

In testimony whereof I have signed my name to this s eciiication in the presence of two subscribe Witnesses.

M. VAN ASCH VAN WYCK, 

